Car-coupling



(N0 Model.)

J.- BAISE.

GAR GOUPLING.

No. 372,906. Patented Nov. 8, 1887.`

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JACOB HAISH, OF DE KALB, ILLINOIS.

CAR-Cornillac.

SPECIFICATION forming part of'Letters Pat-ent No. 372,906, dated November 8, 1887.

Application led August 2, 1887. Serial No. 245,935. (No model.)

To all whom it may concern:

Be it known that I, JACOB HAIsH, a citizen of the United States, residing at De Kalb, in theAcounty of De Kalb and Stateof Illinois, have invented certain new and useful Improvements in Car-Couplings; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it ap-y pertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this sp'ecication.

My invention hasv reference to certain improvements in car-couplings; and it consists, more particularly, iu mechanism by means of which the cars can be coupled and uncoupled f from .either side, and the attachment of the coupling assured against any casual displacement by reason of the jarring of'the cars or otherwise.

My invention is more particulary intended to be applied to freight-cars, as in the use of the latter more frequent coupling and uncoupling is requisite.

In the drawings, Figure I is a side'elevation of my invention, showing the coupling on the adjacent ends of two contiguous cars, with the side of one coupling partially cut away to more fully exhibit the interior. Fig. 2 is an end view of one of the couplings. Fig. 3 represents a plan view of myimproved couplings; Fig. 4, a detail view of the lock mechanism; and Fig. 5, a detail view of the coupling-arm, showing how it is mounted upon the shaft.

lA is the buffer.

B is the draw-bar, attached by means of the usual spring or in any suitable way to the car.

In the buffer A is seated the mechanism for attaching and detaching the car. Each end of each car is furnished with the coupling, and as the parts attached to one end of the carare the exact counterparts of similar parts attached to the other end, I do not deem it necessary to show or describe more than the mechanism attached Ito one end and explain the mode of connection to the adjacent end of the contiguous car.

While, as above stated, the parts attached to one end of the car are the counterparts of similar parts attached to the ends of all the other cars, yet the interrelation of the coupthe sides of said buffer, and also a central recess, E, the latter having outwardly-divergent walls and a vertical pin-hole, E,and no further description of the central recess is necessary than to say that it is uniform with and intended to be in function the same as theseat of the ordinary link-and-pin coupling, and designed tovbe used only when the adjacent car is susceptible of couplingalone with the old link-and-pin coupling.

Recess E may be above or below shaft G, as desired.

The walls of the recesses D and D' are downwardly-extending jaws F, through which,near the lower end thereof, is loosely seated a transverse rock-shaft, G. On one end of the shaft G is seated a removable head, H, fixed to said shaft by the short transverse bolt I-l'. The shaft G, with the head H removed therefrom, is passed through the jaws F from the opposite end of the buffer A. On that portion of the shaft G which rests in the recess D' is formed the lateral feather G', and on the shaft G, inside the recess D', is seated the coupling-arm J, having its shank provided with a recess, J', conformable to the feather G', so as to be carried with the rotation of vsaid shaft G. The outer wall of the recess D' has also an angular recess, D2, admitting thc passage of said feather G'. The coupling-arm .I is seated loosely on the shaft G, andJvhile prevented by said feather G' from rotating on said shaft, said arm is free to adjust itself-laterally on said shaft, so as to be more readilyinserted in the corresponding recess, D,of the adjacent car and to enable said arm to adjust4 itself to any lateral movement, oscillation, or changed position of the adjoining ends of the cars.

On the outer wall of the recess D' is formed the cam projection K, having a vertical rear wall, K'. A collar, M, is rigidly formed lon the shaft G, outside of said recess D', and the inner face of said collar M is provided with a recess, M', adapted to engage the cam K and lock the shaft G. The cam K and recess M' are so placed and related that theyare in engagement when the coupling-arm J is in a horizontal position and resting upon the corresponding shaft G of the adjacent ear. This provision prevents any casual lifting of said arm J in the movement of the train, and therefore serves to insure the perinanency of the coupling. On the opposite end of the shaft G, and outside of the buffer A, is seated, in any suitable manner, a coiled spring, N, having an expansive action, and therefore serving to hold the cam K and recess M' in engagement.

The permanency of the coupling is still further assured by providing the end of the shaft G with a fixed transverse rod, G2, perpendicular to the line of the arm J, and extended upward sufficiently to be seated in the recess C', formed in the edge of the platform C, and to be held therein by the expansive action of the spring N.

In the adjacent coupling the recess D is opposite the recess D'. In the recesses D' are respectively seated the coupling-arms J, and when the coupling is completed the outer end of each arm J rests upon the other shaft G in the opposite recess, D. The outer end of the arm J has a downward projection, J2, substantially vertical, which passes down behind the shaft G in the recess D and is the point where the draft is applied.

From my own observation and such information on the subject as I have been able to obtain my conviction is that the best results would be attained if there were little or no slack in the coupling, and in that View I have shown t-he buffers A nearly contiguous when in use, but having their adjacent ends slightly convex laterally, so as to permit the necessary curvature of the train; but the horizontal portion of the arm J may be made of any desired length, so as to produce a slack in cases where that is deemed advantageous. rIhc shaft G can be operated from either side of the car. Should the operator be at that end of the shaft G upon which the spring N is seated, he would disengage the bar G2 from the recess C' and the collar M from the cam K by pushing the shaft Ga sufficient distance inward, when the car would be uncoupled by partially rotating the shaft G, and thereby carrying the arm J upward and back into the recess D'. This involves about a half-revolution of the shaft G and brings the opposite end of the cross-bar G`Z into the recess C', where said bar is held by the action of the spring N, and also the arm J is not only held out of engagement, but the buffer A is'in condition to permit the use of the ordinary link-coupling, if required. Should the operator be at the opposite side of the car, he would uncouple the car by seizing the bar G2 and drawing the shaft G toward him sufiieiently to release said bar and said collar M from the cam K and partially rotate the shaft G, as aforesaid.

The coupling of the car is effected in the same manner, except that the shaft G is rotated in the opposite direction. Across the upper surface of the buffer A is placed the platform C, which, when the cars are coupled, substantially fills the interval between the ears, affords protection against any falling between the cars, and also serves as a cover or rooffor the coupling mechanism, and prevents the latter from being encumbered with snow or ice. The platform C can be made folding or removable, if so desired.

The parts can be constructed of any desired size and strength. The arm J, if preferred, can be furnished with more of a hook form at the end. The advantage of the presentformation of the end of said arm is that the cars can be coupled or uncoupled when in actual contact without any relative movement.

The device for holding the arm J in engagement with the shaft G dispenses with any inward or hooked projection of the outer end of said arm, and thereby the cars can be coupled when in actual contact, as aforesaid, and when the draft is applied there is no slacking up of the train or opening between the buffers, as occurs when the coupling device has the said hoolelike formation. So, also, the engaged end of the arm J being substantially vertical and its movement in an are, said arm can be raised by the operator out of engagement without any slackening of the train.

It is the intention that the shaft G shall be of such length as that the operator may actuate the same from either end without going between the ears, and thereby jeopardizing his life or limbs. As the shaft G at each end extends beyond the buffer A, there is no risk of injury to the hands of the operator in operating said shaft.

If it is desired to lock the coupling, the platform C may be extended slightly beyond the bar G2, and the recess C' may be a slot in said platform in the line of the oscillation of the bar G2, and the latter projected sufficiently above the platform C to allow of a padlock or bar being locked in the upper end of said bar G,which will prevent the latter being brought downward through the slot C', and thereby prevent the oscillation of the shaft G.

\Vhat I claim as my invention, and desire to secure by Letters Patent of the United States, 1s

1. In a coupling, the combination of the buffer A, provided with the recesses D and D' and with a cam, K, the shaft G, seated transversely in said buffer A, provided with a collar, M, having the recess M' therein, and the spring N, substantially as shown, and for the purpose described.

2. In a car-coupling, the combination of the buffer A, provided with recesses D and D', the platform C, having the recess C', the shaft G,

seated transversely in said buffer. below said platform and provided With the cross-bar G2, adapted to engage said recess G', the spring N, seated on said shaft and adapted to hold the bar G2 in engagement with the recess C', and the arm J, seated on said shaft G, substantially as shown, and for the purpose described.

3. In a car-coupling, the combination of the buer A, provided with the recessesil) and D and the central recess, E, and vertical pin-hole E', an external cam, K, the shaft G, seated transverselyin said buffer A and provided With a collar, M, having` a recess, M', therein, and with a feather, G', and cross-bar G2, the platform C, provided with the recess C', the arm J, seated and adjustable laterally on the lshaft G and provided with the recess J', and the spring N, substantially as shown, and for the purpose described.,

4. In a car-coupling, the combination of thev buffer A, provided with the recesses D and D and With the cam K, the platform C, provided with the recess C therein, the shaft G, seated transversely in said buffer and provided with a collar, M, having a recess, M', therein, and With the cross-bar G2, the arm J, provided with a vertical downwardly-extending end, and the spring N, substantially as shown, and for the purpose described.

In testimony whereof I afx my signature in presence of two witnesses.

J AGOB HAISH. Witnesses:

CHARLEs H. SALISBURY, BENJAMIN S. WHITE 

